Drawbridge for railways.



W. A. CASLER.

DRAWBRIDGE FOR RAILWAYS.

APPLICATION FILED AUGJL I912.

Patented Oct. 3,1916.

3 SHEETS-SHEET 1 WI TNESSES:

ATTORNEY Patented Oct. 3, 1916.

3 SHEETS-SHEET 2.

l/VI/EIVTOR A TTOHNE Y w. A. CASLER, DRAWBRIDGE FOR RAILWAYS.

APPLICATION FILED AUG-8.1912. 1,200,077.

IAIN

W. A. CASLER.

DRAWBRIDGE FOR RAILWAYS.

APPLICATION FILED AUG.8, 1912.

Patented Oct. 3,1916.

3 SHEETS-SHEET 3 INVENTOR BY W I A TTORNE Y WITNESSES: F 949m Ens ca. PHOTD-LITHO WASNINCION. o c

WILLIAM A. CASLER, OF CHICAGO, ILLINOIS.

DRAWBRIDGE FOR RAILWAYS.

Specification of Letters Patent.

Patented Oct. 3, 1916.

Application filed August 8, 1912. SeriaI No. 714,079.

To all whom it may concern:

Be it known that 1, WILLIAM A. CAsLER, a citizen of the United States of America, and a resident of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Drawbridges for Railways, of which the following is a specification.

This invention relates to devices for locking railway rails on drawbridges and the invention is particularly adapted for use in drawbridges, the draws of which operate vertically.

An object of this invention is to provide novel means for firmly securing and locking the movable rail sections upon the stationary section of the drawbridge, furthermore an object of this invention is to provide novel means for protecting the rail secmeans for prolonging the life of lap joint.

or mitered joint rail sections and to protect the weaker portions of such lap or mitered joints, and to provide novel means for overcoming the binding of guiding members with the walls of the apertures while guiding the track sections into close alinement.

A further object of this inventlon is to maintain track electric signal circuits across the drawbridge track joints by novel means of insulation.

A still further object of this invention is to provide novel means for adjusting the relation of the sliding bolts for locking the track sections to their operating mechanism and for compensating the wear between the said bolts and the movable track sections. While the adjustment is described incidentally in my Patent 1,046,264, it is not described as a particular object of invention and not so specifically claimed. The present application is designed to cover details of construction not specifically mentioned as an object of invention nor claimed in the previous patent and also to cover improvements developed since then.

A further objectof this invention is to provide novel means for obtaining close abutting joints between the adjoining track sections at the trunnion or rolling end of vertical swing bridges and also to permit the free movement of the guiding members of said track section, as well as to provide novel means for constructing and fitting the stationary section apertures for receiving guiding members depending from the movable track section.

A further object of this invention is to provide novel means for adjusting pivoted safety latch guards which are adapted to engage the sliding bolts when in their open positions.

A still further object of this invention is to provide novel means for protecting the locking mechanism from dragging portions of rolling stock, and from the elements.

With the foregoing and other objects in view, the invention consists in the details of construction and in the arrangement and combination of parts hereinafter more fully set forth and claimed.

In describing the invention in detail, reference will be had to the accompanying drawings forming part of this specification, wherein like characters denote corresponding parts in the several views, and in Which Figure 1 illustrates a plan view of the rail sections on the stationary track section of a drawbridge, and the rail sections on the movabletrack section of the drawbridge,

the track and the rail sections being in the closed positions and locked. Fig. 2 illustrates an elevation on one side of the track of the locked rail sections illustrated in Fig. 1, and viewed from the inner or guard rail side of the said rail sections. Fig. 8 illustrates an elevation on one side of the track, of the locked rail sectionsillustrated in Fig. 1 and viewed from the outer or tread'rail side of the said rail sections. Fig. et-illustrates a sectional view on'the line A-A of Figs. 1, 2 and 3 on an enlarged scale as compared with the scale of Fig. 1.' Fig. 5 illustrates a sectional view the same as Fig. 4, except that the parts comprising the locking mechanism are in the unlocked position. Fig. 6 illustrates an elevation on one side of the track of the rail sections viewed from the outer or tread rail side of the track sections at the rolling or trunnion end of a vertically swinging bridge. Fig. 7 illustrates the same as Fig. 6, an elevation of the joint portion of the rail sections on one side of the track viewed from the outer or tread rail side of the track sections at the rolling or trunnion end of a vertically swinging bridge, but on an enlarged scale as compared with the scale of Fig. 6. Fig. 8 illustrates a sectional view of the tread rail portion of Fig. 7 on the line DD. Fig. 9 illustrates a sectional view on the line BB of Figs. 1, 2, 3 and 6, but drawn to an enlarged scale as compared with the scale of these figures. Fig. 10 illustrates a sectional view on the line (DC of Figs. 1, 4 and 5, drawn to an enlarged scale as compared with the scale of these figures. Fig. 11 illustrates a sectional view the same as Fig. .10, except that the parts are in a different position of adjustment. Fig. 12 illustrates a sectional view the same as Fig. 10 except that the parts are in a different position than that shown in Figs. 10 and 11. Fig. 13 illustrates. -a plan view. of the stationary and movable track sections of a drawbridge in the closed and locked position,-.the same as Fig. 1, except that the locking mechanism is incased. Fig. 14 illustrates a sectional view along the line E.E of Fig. 13 drawn on an enlarged scale as compared with the scale of Fig. 13. Fig. 15 illustrates a sectional view along the line F-F of Fig. 14.

In the drawings 10 and 11 denote sections of a bed-plate spliced together by means of bolts or screws extending through the splice plate 12, the stud .plate 1,8, the sections 10 and 11 of the bed plate and into or through the lower splice plate 16.

The sections 10 and 11 comprising the bed plate are electrically insulated from each other by means of the insulating pads 14 and 15, and the splice bolts or screws are electrically insulated from the bed plate sections 10 and 11 by means of the rows of insulat-.

ing collars 17 The bed plate is adapted to be secured to the roadbed of the stationary section of a draw-bridge and supports the rail sections which are fastened to it. Rail sectlons are provlded on the movable section of the drawbridge adapted to aline with and to swing or move vertically with relation to the stationary rail sections.

rail portions 22 and 24, the movable rail sections contain guard rail portions 23 and adapted to aline with the guide rail portions 22 and 24.

The tread rail portions 18, 19, 20 and 2,1, of the rail sections conform to the sections of the adjoining tread rails shown in the dotted lines at the joint, and the abutting sections are fastenedtogether by means of the standard rail splices.

The guard rail portions 22, 23, 24 and 25 of the rail sections conform to .thesections of adjoining guard rails shown in dotted lines at the joint, and the abutting sections are fastened together by means of the stand ard rail splices.

The adj oining. stationary and movable tread rail portions18, 19, 20 and 21 of the rail sections engage each other with mitered joints which are indicated as such on the drawings for convenience only, as lap oints without the miter may be used.

The tread. surfaces of the tread rail portions of the rail sections are widened at the mitered joints to reduce their wear and dis tribute the wheel pressure over a larger area at the joint.

The outside edges of the widened tread rail portions 18, 19, 20 and 21 and the inside surfaces of the guard rail portions;22, 23, 24 and 25 of the rail sections have rounded and relieved corners to prevent undue shocks at the exposed corners of the rail sections from derailed rolling stock.

The outer abutting ends of the mitered joints have depressed tread surfaces to re lieve the weaker portions of the joints from pressure and shocks of rolling stock. The upper surfaces of the adjoining stationary and movable guard railportions 22,. 23, 24 and 25 of the rail sections are shown to conform in height above the bedv plate to that of adjacent tread rail portions. The surfaces 26, 27, 28 and 29 of the metal between the adjacenttread and guard rail portions of the :rail sections-are shown raisedabove the bed plate with incline approaches, to provide depressions 42 and 43 for the sliding bolts 53 and 54 and thus protect them from injury due to derailed rolling stock.

The outside flanges 30, 31, 32 and 83 of the tread rail portions 18, 19, 20 and 21 of the rail sectionsare widened and raised with incline approaches to conform in height and to the .incline approaches of the surfaces 26,

the placingof the safety latch guard pivot i bolts 48 and 49. Depressed pockets 97 and 98 are provided on the inner surfaces of the guard rails to receive and protect the heads of the safety latch guard pivot bolts 48 and 49 from derailed rolling stock.

Depressions are provided in the raised outer flanges 30 and 32 of the tread rail portions for the countersunk heads of the rows 46 and 47 of fastening rivets, to protect them from derailed rolling stock.

The recesses 38, 39, 40 and 41 are slotted transversely to permit a slight side movement of the movable section rail sections during the opening and closing movements of the movable section of the vertically moving or swinging draw-bridge, to overcome any binding of guiding members depending from the movable rail sections when entering or leaving apertures provided for them on the stationary section.

The pockets 42 and 43 on the tread rail portion of the movable rail sections are provided with beveled surfaces adapted to receive the sliding bolts 53 and 54, the outer engaging ends of which have correspond ingly beveled surfaces. The movement of the sliding bolts 53 and 54 from the unlocked position of Fig. 4 to the locked position of Fig. 5 wedges the tread rail portions of the movable rail sections upon the stationary bed plate.

The inner ends of the sliding bolts '53 and 54 are supported and guided by the guides 55 and-56. Secured t0 the inner ends of the sliding bolts 53 and 54 by means of screws are the cross arms 59 and 60 carrying the link pins 93 and 94. The cross arms 59 and 60 are electrically insulated from the sliding bolts 53 and 54 by means of the insulating pads 57 and 58.

The turnbuckle links 61 and 64 connect the sliding bolt link pins 93 and 94 to corresponding pins on the operating lever 67, pivoted on the stud pin 68 which projects from and is secured to the stud plate 13. The operating lever 67 is connected to the operating bar 69. The relation between the operating lever 67 and the sliding bolts 53 and 54 is adjustable by means of the turnbuckles 61 and 64 and such adjustment is maintained by means of the jam nuts 62, 63, 65 and 66. This means of adjustment between the sliding bolts and the operating lever also provides means for compensating the wear between the beveled wedging surfaces on the sliding bolts 53 and 54, and the tread rail portion pockets 42 and 43 of the movable rail sections. When the compensation for wear is made it is necessary to remove a portion of the outer ends of the sliding bolts 53 and 54, and to out new shoulders on said sliding bolts for the engaging safety latch guards 70 and 71.

In the drawings 73 represents for convenience, a stationary rail section at the trunnion or pivot end of a-draw-bridge; 74 represents for convenience a rail section on the movable section of the draw-bridge, the draw of which swings vertically about the trunnion 75, it being thought that a description of one of the said stationary rail sections and its adjoining movable rail section, will be suflicient to enable those skilled in the art to gain a knowledge of the construction and operation thereof. The outer ends and 81 of the rail section 74 follow the arcs 76 and 77 during the swinging of the draw section and are undercut to conform substantially to the said arcs 76 and 77 ,the abutting outer ends of the stationary rail section 73 are beveled to conform substantially to the arcs 76 and 77. The tread surfaces of the undercut outer ends 80 and 81 are depressed sufficiently to relieve them from the pressure of the wheel 78 and. still provide a bearing surface on the gage side of the tread rail portion of the rail section for the wheel flange 79. The outer end of the guiding member depending from the movable rail section is beveled to conform to its arc of travel during "the vertical swinging of the draw about the trunnion 75.

In the drawings 50 represents for convenience the guiding member of a movable rail section having a tread rail portion 21 and a guard rail portion 25, it being thought that a description of one of the said guiding members and its aperture will be suflicient to enable those skilled in the art to gain a knowledge of the construction and operation thereof.

The bed plate 11, to which has been secured the stationary rail section, has an aperture to admit the depending guiding member of the movable rail section and permit the adjusting of the alinement of the stationary and movable rail sections, after which the angle iron aperture guides 51 and 52 are fitted to the sides of the movable guiding member 50. The movable. rail sec tion and its guiding member 50 are then removed to permit the riveting of the aperture guides 51 and 52 to the bed plate 11. The depth X of the straight portion of the guiding member 50 is made equal to or greater than the distance Y from the top of the tread rail portion 21 to the top of the aperture guides 51 and 52.

For the purpose of describing the adjustable safety latch guards 70 and 71, one of the said guards 70 for convenience will be described, it being thought that a description of one of said guards together with its means of adjustment will be sufiicient to enable those skilled in the art to gain a knowledge of the constructionand operation thereof.

The guard 70 is pivoted upon the bolt 48 extendingthrough the walls of a longitudinal aperture provided in the guard rail portion 22 of the stationary rail section and engages a shoulder provided on the sliding bolt 53, when the said sliding bolt is in the open position, the engaging movement of the guard being actuated by the C shaped spring 86 attached to the inner and upper end of the guard and contacting the upper surface of the longitudinal recess in the said stationary guard rail portion 22. The outer end of the guard is provided with two adjusting screws 82 and 85 and the jam nuts 83 and 84. For the method of adjustment particular reference will be had to Figs. 10, 11 and 12 of the drawings.

In Fig. 10 the sliding bolt 53 has been moved to the closed position and the inner end of the guard 70 is resting upon it, the adjusting screw 82 is adjusted to contact the bed plate 10.

In Fig. 1.1 the outer end of the guard 7 O is pressed toward the bed plate 10 and the screw 82 is adjusted to permit the free movement of the sliding bolt 53, the contact end of the screw 85 is then adjusted to a distance Z above the bed plate 10 equal to the depth of the contacting recess in the guard rail portion of the movable rail section and the jam nut 84 is firmly set against the upper surface of the outer end of the said guard 70.

In Fig. 12, the guard 70 is in the same relative position as in Fig. 11, the screw 82 is adjusted to obtain a slight clearance between its contact end and the bed plate 10 and the jam nut 83 is firmly set against the under surface of the outer end of the said guard 70. The relation between the latch guard 70, the sliding bolt 53, and the movable section contact surface has been adjusted and the downward movement of the outer end of the guard is limited to prevent the crushing of the spring 86 while the draw is open.

In the drawings 7 2 represents a cast metal cover frame adapted to rest upon and be secured at one end to the stationary bed plate 10, and the other end to rest upon and be secured to the adjoining cross tie 92. The ends of the cover frame 7 2 are beveled longitudinally and reinforced by the ribs 95 and 96 to protect the locking mechanism from and to deflect dragging portions of rolling stock. The cover frame 7 2 is electrically insulated from the bed plate 10 by means of the insulating pad 87 and insulating collars and washers provided on the fastening bolts. lhe cover frame 72 is provided with a sheet metal cover 88 one end of which is secured to the beveled portion of the frame by the hinges89 and the other end by the hasp 90 and the pad lock 91.

I claim:

1. In .a draw-bridge for railways a stationary track section having thereon rail sections, a movable track section having rail sections adapted to intermesh with the rail sections on the stationary section, the stationary and movable rail sections having tread rail portions adapted to aline with each other when in the closed position, sliding bolts operating in guideways on the stationary section adapted to engage the tread rail portions of the movable rail sections, means provided on the tread rail portions of the movable rail sections and on the sliding bolts for wedging the said tread rail portions upon the stationary section when the sliding bolts are operated to the closed position.

2. In a draw-bridge for railroads, a stationary track having rail sections thereon, a movable track having rail sections adapted to intermesh with the rail sections on the stationary portion of the track, thestationary and movable rail sections having tread rail and guard rail portions adapted to aline with each other when the movable portion of the bridge is in closed position, raised portions with inclined approaches between the tread and guard rails of the rail sections, said raised portions having depressions, sliding bolts adapted to enter said depressions for engaging and securing the movable rail sections when the same are in closed position, and means for maintaining equilibrium of derailed rolling stock.

8. In a draw-bridge for railways, a stationary track section having thereon rail sections, a movable track section having rail sections adapted to intermesh the rail sections on the stationary sections, the stationary and movable rail sections having tread rail and guard rail portions adapted to aline with each other when in the closed position, raised surfaces with incline approaches be tween the tread and guard rail portions and outside the tread rail portion of the rail sections, depressions in the exposed surfaces of the rail sections to provide means for protecting the sliding bolts and the heads of exposed bolts and rivets from derailedrolling stock.

4. In a draw-bridge for railways, a stationary track section having thereon rail sections, a movable track section having rail sections adapted to intermesh the rail sections on the stationary section, the stationary and movable rail sections having tread rail and guard rail portions adapted to aline with each other when in the closed position, raised surfaces with incline approaches between the tread and guard rail portions and outside the tread rail portions of the rail sections, guard and tread rail portion heights equal to each other adjoining the said raised surfaces between the guard and tread rail portions of the rail sections.

5. In a draw-bridge for railways a stationary track section having thereon rail sections, a movable track section having rail sections adapted to intermesh the rail sections on the stationary section, the stationary and movable section rail sections having tread rail and guard rail portions adapted to alinewith each other when in the closed position, means provided along the outside 7 surface of the tread rail portions and along the inside surface of the guard rail portions of the rail sections, to prevent undue shocks to the rail sections from derailed rolling stock.

6. In a draw-bridge for railways, a stationary track section having thereon rail sections, a movable track section having rail sections adapted to intermesh the rail sections on the stationary section, the stationary and movable rail sections having tread rail and guard rail portions adapted to aline with each other when in the closed position, lap or mitered joints between the tread rail portions of the movable and stationary section rail sections, widened tread surfaces over the lap or the mitered joints.

7. In a draw-bridge for railways, a stationary track section having thereon rail sections, a movable track section having rail sections adapted to intermesh the rail sections on the stationary section, the stationary and movable section rail sections having tread rail portions adapted to aline with each other when in the closed position, lap or mitered joints between the said tread rail portions of the movable and stationary section rail'sections, widened tread surfaces over the lap or the mitered joints, means for relieving the outer ends of the lap or the mitered joints of the tread rail portions of the movable and stationary section rail sections from pressure and shocks of rolling stock, means for maintaining the wheel flange wearing surface, except across the joint space on the gage side of the tread rail portions of the rail sections.

8. In a draw-bridge for railways a stationary track section having a bed plate provided with an aperture, a movable track section adapted to move or swing vertically, said movable track section having a guiding member depending therefrom adapted to aline with the aperture and guide the rail sections into close alinement before they engage each other, means provided on the movable section to permit slight transverse movements of its rail sections during the opening and closing movements of the movable section.

9. In a draw-bridge for railways, a stationary track section composed of rail sections secured to a bed plate consisting of two sections spliced together and electrically insulated from each other, a movable track section composed of rail sections adapted to aline therewith and to contact the said bed plate when in the closed position, means on the movable section for electrically insulating from each other. the rail sections contacting the insulated sections of the bedplate when in the closed position.

10. In a draw-bridge for railways, a stationary track section composed of rail sections secured to a bed plate COIISISUIIg of two sections spliced together and electrically insulated from each other, a movable track section composed of rail sections adapted to aline therewith and to contact the said bed plate when in the closed position, means on the movable section for electrically insulating from each other the rail sections contacting the insulated sections of the bed plate, sliding bolts operating in tionary track section having rail sections thereon, a movable track section having rail sections adapted to aline with the rail sections on the stationary section when in the closed position, sliding bolts operating in guideways on the stationary section adapted to engage the movable section rail sections when in the closed position, means provided on the movable section rail sections and on the sliding bolts for wedging the movable section rail sections upon the stationary section when the said sliding bolts are operated to the closed position, means for compensating the wear in the means for wedging the movable section rail sections upon the stationary section.

12. In a draw-bridge for railways, a stationary track section having rail sections thereon, a movable track section having rail sections adapted to aline with the rail sections on the stationary section when in the closed position, sliding bolts operating in guideways on the stationary section adapted to engage the movable section rail sections when in the closed position, pivoted safety latch guards for arresting the movement of the sliding bolts when in the open position, means on the movable section for operating the safety latch guards, means for adjusting and maintaining the relation between the safety latch guards and the sliding bolts, means for adjusting and maintaining the relation between the safety latch guards and the means on the movable section for operating the said safety latch guards, means for limiting the movement of the said safety latch guards.

13. In a draw-bridge for railways having a stationary track section, a movable track section adapted to aline therewith in the closed position, means located in the space between the rail sections of the stationary track section for locking the track sections in the closed position, a cast metal cover frame having longitudinally sloped ends protecting the said means for locking the rail sections, a hinged cover attached to said frame and fitting the longitudinally sloped ends.

14. In a draw-bridge for railways, having a stationary track section, a movable track section adapted to aline therewith when in the closed position, means located in the space between the rail sections of the stationary track section for locking the track sections in the closed position, a cast metal cover frame having longitudinally sloped ends for protecting the means for locking the rail sections, a hinged cover at tached to said frameand fitting the longitudinally sloped ends, means for electrically insulating said frame and cover from the track sections.

15. In a drawbridge for railways, a stationary track section, a movable track section adapted to move or swing vertically and having a tapered guiding member depending therefrom adapted to aline with an adjustable aperture of a bed plate on the stationary track section and arrange to guide the movable and stationary track sections into close alinement before they nesses.

IVILLIAM A. CASLER. lVitnesses HARVEY A. BEHRENS, ARTHUR JOHNSON.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. 0. 

